• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a damper control device (1) comprising a drive motor (12), a first gear (18), which is coupled to the drive motor (12) and which is arranged to rotate the drive motor (12), a second gear (20), which is arranged in engagement with the first gear (18), a third gear (24), which is arranged in engagement with the second gear (20) when the second gear (20) is arranged in a first position, a fourth gear (26), which is arranged in engagement with the second gear (20) when the second gear (20) is arranged in a second position, and a damper element (28) which is arranged to be rotated by the third and fourth gear (24, 26). The second gear (20) is movably arranged along a periphery of the first gear (18) between the first and second positions. The invention also relates to a vehicle (1) with such a damper control device (10) and a method for operating such a damper control device (10), as well as a computer program (P) and a computer program product. (Fig. 2)
    公开号:SE1450502A1
    申请号:SE1450502
    申请日:2014-04-29
    公开日:2015-10-30
    发明作者:Joakim Sommansson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    Methods for giving different gears of a damper control device have previously been proposed.
    With the aid of a smaller gear transmission of the damper control device, high accuracy of the position of the damper element is obtained and thus increased controllability of the throttle is enabled. In the case of an engine condition which requires increased throttle, the damper can be controlled to open to very small values in order to obtain a more precise control of the air flow into the inlet pipe of the internal combustion engine. With the help of a larger gear ratio in the transmission, faster control of the damper element is made possible during rapid engine load changes.
    Document US2010 / 0009804 shows a variable transmission for a damper. The transmission is variable and driven by an electric motor.
    The document JPHO4301145 shows a damper, which is driven via a variable transmission with belt drive.
    SUMMARY OF THE INVENTION Despite known solutions, there is a need to further develop a damper control device that can quickly and efficiently change the controllability of the damper element between a position where accurate controllability is desired and another position where rapid controllability is desired.
    The object of the present invention is thus to provide a damper control device which can quickly and efficiently change the controllability of the damper element.
    This object is achieved with a damper control device according to the type mentioned in the introduction, which method is characterized by the features stated in claim 1.
    With the damper control device according to the invention, the controllability of the damper element can be changed quickly and efficiently between a first position where accurate controllability is desired and a second position where rapid controllability is desired. Because the second gear is movably arranged along a periphery of the first gear between the first and second positions, a smooth and automatic change of the gear ratio in the damper control device is obtained. According to an embodiment of the invention, radially displaceable bodies are arranged around the center axis of the first gear, which bodies are arranged to be displaced radially by centrifugal force in the direction of the center axis and by a spring device in the direction of the center axis, which bodies cooperate with a second arm. to swing the other arm around its first end. This results in an automatic shift in the damper control device when the speed of the drive motor increases.
    The above objects are also achieved with a vehicle of the type mentioned in the introduction, which is characterized by the features stated in claim 7 and by the method of the type mentioned in the introduction, which is characterized by the features stated in claim 8.
    Additional advantages of the invention will become apparent from the following detailed description.
    BRIEF DESCRIPTION OF THE DRAWINGS In the following, as an example, preferred embodiments of the invention are described with reference to the accompanying drawings, in which: Fig. 1 shows in a side view a schematically shown vehicle with a throttle control device according to the present invention, Fig. 2 shows in a side view a schematically shown damper control device in a first position according to the present invention, Fig. 3 shows a sectional view along the line I - I in Fig. 2, Fig. 4 shows in a side view a schematically shown damper control device in a second position according to the present invention, Fig. 5a shows a diagram of speed in relation to elapsed time at the damper control device according to the present invention, Fig. 5b shows a diagram of current in relation to elapsed time at the damper control device according to the present invention, and Figs. 6 shows a flow chart of a method for controlling a hybrid driveline according to the present invention.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION Fig. 1 relates to a side view of a schematically shown vehicle 1, which comprises an internal combustion engine 2, connected to a gearbox 4. The gearbox 4 is further connected to the drive shaft 6 of the vehicle 1. The vehicle 1 is provided with a damper control device 10 according to the present invention.
    The throttle control device 10 according to the invention will be further explained together with Figures 2 - 4. The throttle control device 10 comprises a drive motor 12, which is preferably an electric motor connected via electric conductors 14 to an energy storage 16, such as an electric accumulator. A first gear 18 is coupled to the drive motor 12, which first gear 18 is arranged to be rotated by the drive motor 12 when it is supplied with electricity. A second gear 20 is provided in engagement with the first gear 18 and is driven to rotate by the first gear 18 as the first gear 18 rotates.
    The second gear 20 is movably arranged between a first and a second position along the periphery of the first gear 18. This is achieved with a first arm 22, which at its first end is pivotally arranged at the center axis of the first gear 18 and at its second end arranged at a center axis of the second gear 20.
    When the second gear 20 is arranged in the first position, the second gear 20 is arranged in engagement with a third gear 24. Thus, the second gear 20 will drive the third gear 24 when the second gear 20 is in engagement with the third gear 24. , as shown in Fig. 2. When the second gear 20 is arranged in the second position, the second gear 20 is arranged in engagement with a fourth gear 26. Thus, the second gear 20 will drive the fourth gear 26. when the second gear 20 is engaged with the fourth gear 26, as shown in Fig. 4.
    A damper element 28 is arranged on a fifth gear 30, which is arranged to be driven by the third and the fourth gear 24, 26. Preferably, the fifth gear 30 engages with a sixth gear 32 and arranged on the central axis of the third gear 24 and in engagement with a seventh gear 34 arranged on the center axis of the fourth gear 26. Thus, a gear suitable for the transmission can be obtained. The damper element 28 is arranged in the center of the fifth gear 30 and is rotated by the fifth gear 30 when the fifth gear 30 rotates.
    A second arm 36 is pivotally arranged at its first end and slidably coupled to the first arm 22. The second arm 36 cooperates with the first arm 22 by extending between two guide elements 38 arranged on the first arm 22 which are arranged alternately to abut against the other arm 36.
    Radially displaceable guide bodies 40 are arranged around the center axis of the first gear 18, which guide bodies 40 are arranged to be displaced radially by the centrifugal force in the direction from the center axis when the first gear 18 rotates. A spring device 42 acts on the guide bodies 40 in the direction of the center axis. As the first gear 18 rotates, the centrifugal force will act on the guide bodies 40 so that the spring force from the spring device 42 is overcome. Thus, the guide bodies 40 will be displaced radially outwards from the center axis of the first gear 18. The guide bodies 40 may be slidably mounted on spokes 44 extending from a hub 46 of the first gear 18 to a peripheral outer ring 48 of the first gear 18. Preferably, the spring device 42 is constituted by a coil spring arranged for each guide body 40. which with compressive or traction force strives to move the respective guide body 40 in the direction of the center axis of the first gear 18. Alternatively, an annular spring device 42 extending around the guide bodies 40 may seek to guide the respective guide body 40 in the direction of the central axis of the first gear 18. The guide bodies 40 cooperate with the second arm 36 in such a way that they pivot the second arm 36 about their first end when the guide bodies 40 are displaced from and towards the center axis of the first gear 18. As the guide bodies 40 are displaced from the center axis of the first gear 18, the guide bodies 40 will abut against the second arm 36 and press the second arm 36 in the direction from the center axis of the first gear 18. Since the second arm 36 cooperates with the guide elements 38 on the first arm 22, the second arm 36 will pull with it the first arm 22, which will thereby pivot about its first end, which is mounted around the center axis of the first gear 18. As the first arm 22 pivots about the center axis of the first gear, the second gear 20 will move from the first position towards the second position. As the guide bodies 40 continue to displace in the direction from the center axis of the first gear 18 due to increased speed of the first gear 18, leading to increased centrifugal force on the guide bodies 40, the guide bodies 40 will pivot the second arm 36 further in the direction from the the center axis of the first gear 18 until the second gear 20 reaches its second position and engages the third gear 24.
    By arranging a first spring element 50 in connection with the first arm 22, which strives to pivot the first arm 22 about the center axis of the first gear 18, so that the second gear 20 is moved towards its first position, the second gear 20 to be moved in the direction of its first position and in the first position engage with the third gear 24. As a complement or an alternative to the first spring element 50, a second spring element 52 can be arranged in connection with the second arm 36, so that the second the spring member 52 tends to pivot the second arm 36 toward the center axis of the first gear 18, which causes the second spring member 52 to perform the same function as the first spring member 50.
    When the second gear 20 has been moved to the second position, as described above, the second gear 20 will be returned to its first position if the drive motor 12 stops. When the drive motor 12 stops, the guide bodies 40 will be moved the guide bodies 40 are moved towards the center axis of the first gear 18 by means of the spring device 42. Since the first and the second arm 36 are actuated by the first and the second spring element 52, the first and the second arm 36 is pivoted so that the second gear 20 is moved to the first position and there engages with the third gear 24.
    The spring force of the spring device 42 acting on the guide bodies 40 and the spring force of the first and second spring elements 50, 52 acting on the first and second arms 36, respectively, must be dimensioned together with the mass of the respective guide body 40 to enable the function described above. Thus, the tether force of the first and second spring elements must be overcome by the force that the guide bodies 40 act on the second arm 36 when the guide bodies 40 are displaced radially outwards by the centrifugal force.
    By providing the gears 18, 20 ... 34 with suitable diameters, a first gear can be obtained when the second gear 20 is in the first position and a second gear is obtained when the second gear 20 is in the second position. Figures 2 - 4 show that the first gear ratio is lower than the second gear ratio.
    In case the drive motor 12 drives the first gear 18 at a speed below a predetermined limit value, the centrifugal force on the guide bodies 40 will not overcome the spring force of the spring device 42. Thus the damper element 28 will be able to be accurately controlled by the drive motor 12 when the drive motor 12 operates with low speed. When a rapid control of the damper element 28 is desired, the speed of the drive motor 10 is increased, which means that the guide bodies 40 will be displaced radially outwards by the centrifugal force. Thus, the first and second arms 22, 36 will disengage the second gear 20 from the third gear 24 and instead engage the second gear 20 with the fourth gear 26, as described above. Thus, the gear ratio is changed by the damper control device 10, so that the increased drive motor speed is shifted up, which means that the damper element 28 will be quickly rotated to the desired position. When the damper element 28 is turned to the desired position and the internal combustion engine operates at a speed and a load corresponding to the position of the damper element 28, the drive motor 12 stops and the second gear 20 is moved back to the first position to engage the third gear 24. If less and more precise adjustments of the speed and load of the internal combustion engine 2 need to be made at the set position of the damper element 28, the damper element 28 is regulated by turning the drive motor 12 at a speed below the threshold value for the second gear 20 to be moved to the second position.
    The drive motor 12 can rotate the first gear 18 in both directions. If the damper element 28 is in an open position and is to be returned to the closed position, the drive motor 12 is rotated in the opposite direction to the direction described above. If a rapid control of the damper element 28 is desired, the speed of the drive motor 10 is increased to the threshold value when the guide bodies 40 are moved radially outwards by the centrifugal force, so that the second arm 36 of the first arm 22 and thus the second gear 20 to the second position.
    The drive motor 12 is preferably coupled to a control unit 54, which controls the speed of the drive motor 12 depending on the different operating conditions of the internal combustion engine 2. A number of sensors can be arranged at the internal combustion engine 2 and the vehicle 1. Thus, a speed sensor 56 can be arranged at the internal combustion engine 2 to sense the speed of the internal combustion engine 2, a temperature sensor 58 to sense the temperature of the internal combustion engine 2, a pressure sensor 60 to sense the pressure in the inlet duct 62 in the inlet system 64 of the internal combustion engine 2, a position sensor 66 for sensing the position of an accelerator pedal 68 of the vehicle 1, a position sensor 72 for sensing the position of the first arm 22 and mass flow sensor 74 for sensing mass flow. These sensors are connected to the control unit 54 and provide signals to the control unit 54, which controls the drive motor 12 against the background of the signals obtained.
    To facilitate synchronization and engagement of the second gear 20 with the fourth gear 26 when the second gear 20 is moved to the second position, the speed of the drive motor 12 may be temporarily reduced just before the second gear 20 reaches the second position. This can be accomplished by sensing and controlling the current to the drive motor 12. When the speed of the drive motor 12 is controlled to rapidly bring the damper element 28 to a new position, the speed of the drive motor 10 is increased above a certain speed threshold value. This is shown in Fig. 5a. When the speed reaches the threshold for the control bodies 40 to pivot the first and second arms 36 by the centrifugal force, so that the second gear 20 begins to shift from the first position, the current to the drive motor 12 will decrease. This occurs when the second gear 20 falls out of engagement with the third gear 24, which causes the resistance to rotate the second, and also the first gear 18, to decrease. This indication means that the speed of the drive motor 12 can be reduced or maintained to a speed just above the threshold value. The second gear 20 is then advanced towards the second position and is engaged with the fourth gear 26. When the second gear 20 engages with the fourth gear 26, the resistance to drive the first and second gears 18, 20 increases, whereupon the current I to driving the drive motor 12 again increases, which is an indication that engagement between the second and fourth gears 26 prevails. Thus, the speed of the drive motor 12 can be increased to turn the damper element 28 as quickly as possible to the desired position. Fig. 5b shows how the speed N is controlled to effect the above-described synchronization of the engagement between the second gear 20 and the fourth gear 26.
    Above is described how a throttle control device 10 is used to control the flow and pressure of the air to the inlet system 64 of an internal combustion engine 2. Other applications of the throttle control device 10 are to control the flow and pressure of the exhaust gases in the exhaust brake of an internal combustion engine 2 exhaust system. ) and pre-adjustment of exhaust gas recirculation (EGR) in an internal combustion engine 2. The various transmission elements are described above as gears. However, it is possible to design the transmission elements as friction wheels where torque is transmitted through friction when the peripheral surfaces of the friction wheels abut each other.
    Fig. 6 shows a circuit diagram of a method of operating a damper control device 10.
    The method comprises the following steps: a) the drive motor 12 is driven at a first speed N1, so that the second gear 20 is arranged in the first position, b) the drive motor 12 is driven at a second speed N2, which is greater than the first speed N1 , so that the second gear 20 along a periphery of the second gear 20 is moved to the second position.
    The method also comprises the further steps of: c) current I for driving the drive motor 12 being detected, d) the second speed N being controlled in relation to the detected current 1.
    The method also includes the further steps of: e) the size of the second gear N2 is limited when the second gear 20 is moved to the second position, f) the size of the second speed N2 is increased when the second gear 20 has assumed the second position.
    According to the invention, there is provided a computer program P, which may include routines for controlling the damper control device 10 according to the present invention.
    The computer program P may comprise routines for controlling the damper control device 10 according to the above-mentioned method steps.
    The program P can be stored in an executable manner or in a compressed manner in a memory M and / or in a read / write memory.
    The invention also relates to a computer program product comprising a program code stored on a medium, readable by a computer 70, for performing the above process steps, when said program code is run on the control unit 54 or another computer 70 connected to the control unit 54. Said program code may be non-volatile stored on said computer readable medium.
    The stated components and features stated above can be combined within the scope of the invention between different specified embodiments.
    权利要求:
    Claims (12)
    [1]
    A damper control device comprising a drive motor (12), a first gear (18), which is coupled to the drive motor (12) and which is arranged to be rotated by the drive motor (12), a second gear (20), which is arranged in engagement with the first gear (18), a third gear (24) arranged in engagement with the second gear (20) when the second gear (20) is arranged in a first position, a fourth gear (26) being arranged in engagement with the second gear (20) when the second gear (20) is arranged in a second position, and a damper element (28), which is arranged to be rotated by the third and fourth gear (26), characterized in that the second the gear (20) is movably arranged along a periphery of the first gear (18) between the first and second positions.
    [2]
    Damper guide device according to claim 1, characterized in that a first arm (22) is pivotally arranged at its first end at the center axis of the first gear (18) and at its second end arranged at a center axis of the second gear (20).
    [3]
    Damper control device according to claim 2, characterized in that a second arm (36) is pivotally arranged at its first end and slidably coupled to the first arm (22).
    [4]
    Damper guide device according to claim 3, characterized in that radially displaceable guide bodies (40) are arranged around the center axis of the first gear (18), which guide bodies (40) are arranged to be displaced radially by centrifugal force in the direction of the center axis of the first gear (18) and of a spring device (42) in the direction of the center axis of the first gear (18), which guide bodies (40) cooperate with the second arm (36) to pivot the second arm (36) about its first end.
    [5]
    Damper control device according to one of Claims 3 to 4, characterized in that spring elements (50, 52) are arranged to pivot the second arm (36) around its first end. 10 15 20 25 30 12
    [6]
    Damper control device according to one of the preceding claims, characterized in that the damper element (28) is arranged on a fifth gear (30), which is arranged to be driven by the third and the fourth gear (26).
    [7]
    Vehicle (1), characterized in that it comprises a damper control device (10) according to any one of claims 1-6.
    [8]
    A method of driving a throttle control device (10) comprising a drive motor (12), a first gear (18) coupled to the drive motor (12) and arranged to be rotated by the drive motor (12), a second gear (20). ), which is arranged in engagement with the first gear (18), a third gear (24), which is arranged in engagement with the second gear (20) when the second gear (20) is arranged in a first position, a fourth gear (26), which is arranged in engagement with the second gear (20) when the second gear (20) is arranged in a second position, and a damper element (28), which is arranged to be rotated by the third and fourth gear ( 26), characterized in that the method comprises the following steps: a) the drive motor (12) is driven at a first speed (N1), so that the second gear (20) is arranged in the first position, b) the drive motor (12) is driven with a second speed (N2), which is greater than the first speed (N1), so that the second gear (20) along a periphery of d the second gear (20) is moved to the second position.
    [9]
    Method according to claim 8, characterized in that the further steps of: c) current (I) for driving the drive motor (12) are detected, d) the second van / number (N2) is controlled in relation to the detected current (I) .
    [10]
    Method according to claim 9, characterized in that the further steps of: e) the size of the second speed (N2) is limited when the second gear (20) is moved to the second position, f) the size of the second speed (N2) is increased when the the second gear (20) has assumed the second position.
    [11]
    A computer program (P) for controlling a damper control device (10) wherein said computer program (P) comprises program code for causing an electronic control unit (54) or another computer (70) connected to the electronic control unit (54) to perform the steps according to any one of claims 8 - 10.
    [12]
    A computer program product comprising a program code stored on a medium readable by a computer (70) for performing the method steps according to any one of claims 8 to 10, when said program code is executed on an electronic control unit (54) or another computer (70) connected to the electronic control unit (54).
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    同族专利:
    公开号 | 公开日
    DE112015001592T5|2017-03-30|
    WO2015167393A1|2015-11-05|
    SE537974C2|2015-12-29|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JPH036386B2|1984-07-27|1991-01-29|Oki Electric Ind Co Ltd|
    FR2601107B3|1986-07-03|1988-10-28|Duhamel|SELECTIVE DRIVE DEVICE FOR TWO WHEELS|
    JP2955690B2|1991-03-28|1999-10-04|マツダ株式会社|Engine intake air control system|
    US6070482A|1997-04-21|2000-06-06|Nidec Copal Corporation|Gear module|
    FR2897135A1|2006-02-06|2007-08-10|Jim Jean Leon Vinet|Gearbox output shaft selector e.g. for a roller shutter or cable drum comprises arm with toothed gear that can be switched between two output shafts|
    US8257226B2|2008-07-14|2012-09-04|Honda Motor Co., Ltd.|Variable speed drivetrain for electronic throttle body|
    法律状态:
    2021-11-30| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450502A|SE537974C2|2014-04-29|2014-04-29|Damper control device, vehicles with such a damper control device and a method for operating such a damper control device|SE1450502A| SE537974C2|2014-04-29|2014-04-29|Damper control device, vehicles with such a damper control device and a method for operating such a damper control device|
    DE112015001592.2T| DE112015001592T5|2014-04-29|2015-04-27|A throttle control device, vehicle with such a throttle control device and method for the operation of such a throttle control device|
    PCT/SE2015/050468| WO2015167393A1|2014-04-29|2015-04-27|Throttle control device, vehicle with such a throttle control device and a method for operating such a throttle control device|
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